How Has COVID-19 Affected Transportation in Japan? < Back

JITTI Journal Cultural Article November 2019 Back to All JITTI Journals November 2019 Cultural Article Resort Island –Miyakojima– by Daisuke Miyamoto Imagine, you are on a beach with your legs ankle-deep in the sun-kissed waves. A turquoise ocean faces you, and as each turn of the waves rushes over your feet, you sink a little further down into the warm earth. The water has smoothed out all the wrinkles that had once been pressed across the sand, along with those stressors that you’ve now forgotten. A breeze picks up, and you inhale again, and exhale that salty, summer air. Except, it’s not really summer at all- at least not where you’re from. It’s October, and you are in Okinawa, Japan. The view of the ocean from Miyakojima Island, an island in Okinawa Prefecture. Off in the distance, you can see Irabu-ohashi Bridge. It goes without saying that Okinawa is the one of the most famous resort island chains in the world. Known for its pristine beaches and a tropical atmosphere not seen elsewhere in Japan, nearly 10 million travelers were enticed to visit in 2018, including 3 million foreign tourists. The final tally for 2019 is expected to top those records. Transport initiatives have also made a difference in Okinawa’s greater popularity. Airlines have been increasing routes to Okinawa, and the governor of Okinawa has promised to collaborate with private companies to simplify the transit system in order for visitors to spend an even more stress-free trip. These efforts have established Okinawa as a hot spot of Japan, making it one of the country’s greatest tourist destinations. Sunset on Sunayama beach, a secluded beach on Miyakojima island. The interest and hype, of course, are well deserved. Miyakojima, one of the islands in Okinawa prefecture, is said to have the most beautiful sea around the Orient. Not only can you enjoy it’s clear and gradient blue waters while spending time at the beach, but a drive over the Irabu-ohashi Bridge ensures a joy ride in what feels like a flight over the ocean. What is more, Miyakojima belongs to the same subtropical zone as the rest of Okinawa, which means that we can enjoy swimming in the sea from April to October. Now that the weather has grown colder, why don’t you make a trip to Miyakojima, and the rest of Okinawa? It is certain that you will have a great time there.

JITTI Journal Cultural Article July 2018 Back to All JITTI Journals July 2018 Cultural Article AWAODORI: A Japanese Traditional Dance Festival Held in Tokushima by Daisuke Miyamoto There are many different kinds of festivals in the world, and we can learn the unique characteristics of each country from their festivals. Japan has many kinds of festivals in every region. GION-festival, TENJIN-festival and KANDA-festival are the most famous in Japan, and these three are recognized as Japan's major ones. Many tourists from foreign countries visit so that they may enjoy seeing the festival. In this article I would like to introduce a unique, Japanese traditional dance festival called AWAODORI, which has been performed in Tokushima for about 400 years. Why? Because not only can you observe the festival, but you can also easily join in. AWAODORI is one of Japan's three major BON ODORI-festivals, which is a type of Japanese traditional dance festival held in the summer. It is held all over Tokushima prefecture and has recently been held in other locations as well, but Tokushima City's festival is the biggest with over one million people attending last summer's festivities. AWA was once the name of Tokushima, and ODORI means dance. There are two types of dance forms. One is called Man-dance which expresses briskness, and the other is called Woman-dance which expresses glamour. Men cannot dance Woman-dance but women can dance both. This is the rule, but the dance forms are similar. The biggest difference between the two are the costumes. Those wearing white costumes are dancing Man-dance. Those wearing pink costumes are dancing Woman-dance. (Daisuke Miyamoto) How do you dance AWAODORI? Don't worry. It's very simple. Just wave your hands over your head and step to the traditional music which is played by Japanese flutes, drums, bamboo, and chimes. How do you join in? Don't be afraid. Many groups called "REN", consisting of dancers and music players, parade the street. The REN is formed by region, business company, or some other distinction. When you find the municipal office a REN group, you can join it if you want. Finally, I would like to leave you with a famous proverb about AWAODORI. It goes, "there are silly watching people and silly dancing people. You might as well dance if you're going to be silly anyway." The most important thing is to be silly and enjoy the dance!! It is very popular with children as well. (Daisuke Miyamoto) The finale of the dance -they're so excited!! ( IMG_4999 by shalma is licensed under CC BY 2.0 )

Concept of Operations for Advanced Air Mobility (ConOps for AAM) in Japan Concept of Operations for Advanced Air Mobility (ConOps for AAM) in Japan by Shinichiro Tsuri 1. Background Advanced air mobility or AAM, defined as “a transportation system that transports people and property by air between two points in the United States using aircraft with advanced technologies, including electric aircraft or electric vertical take-off and landing aircraft, in both controlled and uncontrolled airspace” in the US Advanced Air Mobility Coordination and Leadership Act, is the next-generation of air mobility that is expected to operate in the near future. There is also a term known as the Urban Air Mobility (UAM), which is a subset of AAM focusing on air transportation services in and around urban areas. In order to provide a vision of the future operating environment for UAM, the Federal Aviation Administration (FAA) released the Concept of Operations (ConOps) v1.0 for UAM in June 2020, followed by the ConOps v2.0 published in May 2023. AAM (or UAM) is now a worldwide hot topic, and the concept and regulatory framework are being developed in many countries. In Japan, for example, the Concept of Operations for Advanced Air Mobility (ConOps for AAM) was published in March 2023. In this article, I will introduce the overview of the ConOps for AAM in Japan. Image of AAM (Image Source: the FAA’s website Advanced Air Mobility | Air Taxis ) 2. Overview of ConOps for AAM in Japan On March 31, 2023, the first issue of the ConOps for AAM in Japan was released under the activities of Public-Private Committee for Advanced Air Mobility, which was established in 2018 to have public-private joint discussion on technology development and regulatory issues of AAM. The ConOps consists of 1. Introduction, 2. Overview of Advanced Air Mobility, 3. Phases of Advanced Air Mobility Introduction, and 4. Conclusions. In the following, I will highlight some key topics among them. Aircraft In the section 2.1, three aircraft types are described as the classification of eVTOL (Electric Vertical Take-Off and Landing) aircraft used as AAM. The first one is “multirotor.” Lift and thrust are provided by three or more electric powered rotors rotating vertically. The attitude of aircraft can be controlled by combined forces generated by changing the rotation speed of these multiple rotors. This type of aircraft is used only for short‐distance trips due to high battery drainage during the cruise phase. The second one is “lift and cruise.” Multiple rotors are used to generate lift during vertical take‐off and landing. During cruise, the multiple rotors are turned off, and fixed wings and propellers are used to generate lift and forward thrust for a level flight. This type of aircraft has better energy efficiency than those that are the multirotor type in the cruise phase due to the use of fixed wings, and is therefore suited to longer distance trips. The third one is “vectored thrust.” Vertically positioned propellers generate lift during vertical take‐off and landing. During cruise, the same propellers tilt to generate forward thrust and lift is generated by the fixed wings. In the same way as a lift and cruise type, this type of aircraft is suited to longer distance trips than the multirotor type, and potentially provides higher cruise speed and distance than other types of aircraft due to the use of the same propulsion system for take-off/landing and cruise. On‐ground infrastructure Section 2.3 explains about on-ground infrastructure for AAM, called “vertiport,” which is defined as an “airport etc.” under the Civil Aeronautics Act, and as a type of a “heliport” dedicated to AAM. While existing aerodromes/airports are expected to be utilized for initial AAM operation, new dedicated vertiports will be needed to operate AAM where existing aerodromes/airports do not exist. Furthermore, additional facilities may be needed such as battery swapping equipment, electrical chargers*1, and fire extinguishing systems for battery fires. *1 Currently, two methods are known to charge eVTOL aircraft: (1) battery replacement and (2) direct charging. Airspace, Traffic Management Section 2.4 describes airspace and traffic management for AAM. Considering the expansion of UAM operations and the emerging remote control or automated/autonomous operation technology, flight safety may not be fully secured only by the VFR (visual flight rules) operation. Therefore, a new concept of airspace and traffic management is needed: the new traffic management service is called Urban Air Traffic Management (UATM) service and the airspace where UATM service will be provided is defined as a UATM Service Area (UASA). UATM services include, but are not limited to, Information Exchange: Exchange timely and accurate data (such as flight data, restrictions, air route information, active special activity airspace (SAA)) among low‐altitude airspace stakeholders including ANSP (Air Navigation Service Provider), to support the safe and efficient operation of AAM aircraft. Airspace Management: Establish UASA, vertiport airspaces*2, and UAM routes*3/UAM corridors*4 to efficiently use low‐altitude airspace along with the demand. Introduction of dynamic airspace management may be considered as the scale of operations expands. *2 The airspaces around vertiports flexibly activated and deactivated in which entry/exit points, arrival/departure paths, missed approach paths, and obstacle limitation surfaces etc. are established. *3 The routes established to connect airports/vertiports and to increase the predictability of UAM aircraft locations, thereby improve situational awareness of other low‐altitude airspace stakeholders. Setting UAM routes does not necessarily require significant regulatory change compared to setting UAM corridors. UAM routes can be used by aircraft other than UAM. *4 Dedicated airspaces connecting airports/vertiports in which aircraft must comply with specific rules, procedures, and performance requirements. Their dimensions are defined and they are established when UAM operation density is particularly high and airspace capacity needs to be increased. Conflict Management: Manage arrival and departure times and slots in order to ensure that demand of AAM operation is met as much as possible under the limited capacity of airspace and vertiports. Flight Plan Confirmation/Authorization: As the scale of operations expands, the process of flight plans authorization may be needed. Submitted flight plans are authorized after review and coordination as needed. Conformance Monitoring: Ensure that AAM aircraft within the UASA is flying in compliance with the confirmed/authorized flight plan. Provide timely information and actions to be taken for non-conforming aircraft affecting the operation of UATM services and for other AAM aircraft affected by the non‐conforming aircraft. Phases of Advanced Air Mobility Introduction In section 3, the expected phases of AAM introduction are described. The introduction process is comprised of four phases shown in the table below. Phases of AAM Introduction Phase Maturity Level Timeframe Phase 0 Test flights and demonstration flights prior to commercail operations Phase 1 Commencement of commercial operations - Low density operations - Pilot onboard operations, remotely piloted operations (cargo transport only) Around 2025 Phase 2 Scaled operations - Medium to high density operations - Pilot onboard operations, remotely piloted operations Late 2020's or later Phase 3 Establishment of AAM operations including autonomy - High density operations - Integrated with automated / autonomous operations 2030’s and beyond Phase 0 Test flights and demonstration flights will be conducted prior to commercial operations. Those flights require JCAB approval along with the safety regulations under the Civil Aeronautics Act. Phase 1 The initial introduction of commercial AAM operations in Japan will take place. In Phase1, for passenger carrying AAM operations, initial operations are expected to be low density operations and piloted under VFR, similar to existing aircraft operations. Initially, existing airports and rules will be utilized, but relatively small vertiport developments are also envisioned. AAM will be operated based on existing ATM (Air Traffic Management) concepts, but initial UATM services which do not require significant regulatory changes or technological innovation will be introduced. UATM services in Phase 1 may include: Information Exchange (Providing information by voice in vertiport airspaces and UAM routes) Airspace Management (Setting vertiport airspaces and UAM routes, etc.) Conflict Management (Capacity management of congested ports) Flight Plan Confirmation Conformance Monitoring (Obtaining location information using ADS‐B, providing information by voice, etc.) Phase 1 (Image Source: Concept of Operations for Advanced Air Mobility (ConOps for AAM ))  Phase 2 AAM operations in Japan will be scaled up, and medium‐to‐high density, piloted (and some remotely piloted) operations are expected. Larger and more complex vertiports will be developed including in complex urban environments (on the rooftop of buildings etc.). New airspace concepts and advanced UATM services will be implemented where required to support the scale and nature of AAM operations (e.g., remote piloting and IMC (Instrument Meteorological Conditions)). UATM services in Phase 2 may include: Information Exchange (Providing and exchanging information through data) Airspace Management (Setting UAM corridors and dynamic airspace management may be considered) Conflict Management (Advanced coordination including capacity management of airspace and flow management) Flight Plan Authorization Conformance Monitoring (Real‐time deconfliction will be also considered) Phase 2 (Image Source: Concept of Operations for Advanced Air Mobility (ConOps for AAM) ) Phase 3 AAM operations in Japan will be scaled up into high‐density operations. Operations in the UASA will be a mix of piloted and remotely piloted operations. Autonomous operations will become more sophisticated. It is expected that, at some point, all airspace users in the UASA will use UATM services. UATM concepts may be expanded to other airspace outside of the UASA and integrated with ATM and UTM (Unmanned Aircraft Systems Traffic Management). 3. Future Prospects As the ConOps for UAM in the US was updated reflecting the continued maturation of UAM and feedback received on the initial version, the ConOps for AAM in Japan is also expected to evolve along with technological advances, overseas trends, and feedback from stakeholders. I hope that the Japanese industry will successfully operate AAM in the near future, fostering a better common understanding of AAM with this document and actively discussing regulations / technologies among stakeholders. References FAA, Urban Air Mobility (UAM) Concept of Operations https://www.faa.gov/air-taxis/uam_blueprint Ministry of Land, Infrastructure, Transport and Tourism, Public-Private Committee for Advanced Air Mobility https://www.mlit.go.jp/koku/koku_tk2_000007.html Ministry of Land, Infrastructure, Transport and Tourism, Concept of Operations for Advanced Air Mobility (ConOps for AAM) https://www.mlit.go.jp/common/001611491.pdf Back to All JITTI Journals November 2023 Feature Article

JITTI Journal Cultural Article July 2025 Back to All JITTI Journals July 2025 Cultural Article Japanese Horror: A Look Through Time of Heart-racing Films By Mamiko Kim Introduction: In an interview last month, Steven Spielberg recounted that directing a particular film would have him “waking up in the middle of the night in a cold sweat, where the sheets would be soaking wet," and caused him “consistent nightmares” years later. Spielbergh’s personal distress resulted in the film “Jaws,” and horror cinema critics are celebrating the 50th anniversary of its debut, along with the 100th debut of the 1925 “The Phantom of the Opera” silent film this summer. Both films are considered classics and vitally important to the development of the horror genre. Japan too has a rich history of telling ghost stories, with an abundance of unique yo-kai , monsters, tricksters, and spirits. A popular pastime in the Edo Period (1603 to 1868) was to play Hyakumonogatari Kaidankai ("A Gathering of One Hundred Supernatural Tales") in which people gathered in the evenings to a room lit with one hundred candles. After telling a scary tale, each guest would blow out a candle, resulting in the room growing darker and darker as the night wore on. With horror folklore and the art of storytelling so ingrained in Japan’s culture, it is no wonder that Japanese filmmakers have produced many world-leading horror movies. As a ghost story told in summer is believed in Japan to chill any who hear it, and in light of the milestones of horror films in the U.S. this year, I’d like to introduce significant horror cinema from Japan across the decades, and why these films are both culturally important and worth watching today. Godzilla Movie Poster Godzilla (1954) Synopsis When strange ship disappearances and a destroyed fishing village point to an ancient legend, paleontologist Kyohei Yamane investigates Odo Island and discovers Godzilla, a giant dinosaur-like monster awakened and empowered by hydrogen bomb testing. Despite military efforts and Yamane's desire to study the creature, Godzilla proves unstoppable, rampaging through Tokyo and causing immense destruction and loss of life. The protagonists struggle in their dilemma of stopping Godzilla while also battling questions of the great cost to humanity if a weapon that could defeat him existed. Why This Film is Important: While perhaps not obvious today, “Godzilla” was truly a horror movie at its release due to its proximity to the date when the atomic bombs were dropped only 9 years earlier. Director Ishiro Honda summed up his intentions by saying, “the film was about terror and shock...The bottom line is: “It appeared. What can we do? There is nothing we can do!” And we decided to depict the terror and horror of this realization.” With Japan and its citizens still recovering from the atomic bombs, and the fear of their power affecting international politics and the global psyche, “Godzilla’s” critique of nuclear power challenged viewer's thoughts on weapons of mass destruction, and the moral and ethical issues that they uncover. Why You Should Watch It: Godzilla is a cultural icon, influencing countless works of art, literature, and film, including numerous spin-offs and sequels, and single-handedly ushering in an era of giant Kaiju monster movies. However, perhaps more than anything, the original 1954 “Godzilla” film is a well-crafted narrative, with its enduring themes of humanity's arrogance and ethical responsibilities when tampering with nature still impactful today. House Movie Poster House (1977) Synopsis: "House" is a Japanese horror-comedy about a schoolgirl named Gorgeous who, to escape a summer with her new stepmother, decides to visit her ailing aunt's remote countryside mansion with six of her friends (each named after their defining personality trait: Prof, Mac, Kung Fu, Melody, Sweet, and Fantasy). Upon arriving, the girls are subjected to increasingly outlandish and gruesome supernatural events as the house, possessed by the spirit of the aunt's deceased cat, literally devours them one by one. Why This Film is Important: In response to the success of “Jaws” in 1975, Toho Studios approached director Nobuhiko Obayashi in the hopes that he could create a film that could match it. What resulted was an inventive and surreal film that was unique to itself, and certainly nothing like “Jaws”. Obayashi played with experimental filmmaking techniques, including using hand-painted backdrops, bizarre animation, and intentionally cheap special effects, which resulted in a visually interesting and hypnagogic watch. Setting it apart was also the fact that the film was co-written by Obayashi and his 10 year old daughter, whose imagination and perspective of fear as a child contributed to unexpected, dreamlike visual and narrative choices, but also added authenticity to a film following the experiences of the young schoolgirl protagonists. While the film initially did poorly with critics, it found a following among Japanese youth at the time. However, it soon faded to obscurity. It wasn’t until after Janus Films acquired the rights and it was featured at the 2009 New York Asia Film Festival that it received renewed attention. With this exposure, heightened interest grew in the film, and today it is considered a cult classic globally, particularly with recognition of its artistry, originality, and blending of multiple genres. Why You Should Watch It: Obayashi was a boy during WWII, and his personal struggle and reflection over time greatly impacted the type of stories he directed. For "House," the narrative touches on friendship, loss, survivor’s guilt, and the tension between the past and future, as the traditional Japanese home turns against the protagonists, who as young modern girls, are unfamiliar with tragedy. As such, “House” offers viewers today an opportunity to witness the juxtaposition of long-standing trauma and recovery of Japan, with both frights and laughs, packaged in a bizarre and artistically masterful film. The Ring Movie Poster The Ring (Ringu) (1998) Synopsis: Journalist Reiko Asakawa investigates the death of her niece and three friends who have watched a cursed videotape said to kill anyone who watches it within seven days. After viewing the videotape herself, and receiving a phone call that she too will die within the allotted time, Reiko enlists the help of her ex-husband Ryuji, a university professor with psychic abilities, to solve the case. Reiko and Ryuji race against time to solve the mystery, with stakes raised as Reiko’s young son is caught also watching the videotape. Why This Film is Important: It would be impossible for any list of prominent Japanese horror movies to exclude “The Ring,” whose success was instrumental in bringing global attention to Japanese horror cinema. “The Ring” first gained notice due its success at multiple international film festivals, including winning “Best Asian Film” at the 1999 Fantasia Film Festival in Canada. Highly reviewed by critics and spread by word-of-mouth, it soon became an international phenomenon. New terminology was coined including “J-Horror” and “New Asian Horror” in the Western lexicon, and the movie also allowed for other Japanese horror films to gain international recognition. In fact, Japanese horror films were so well regarded that a Hollywood trend emerged in the early 2000s of remaking Japanese horror movies, including “The Ring,” “The Grudge,” “One Missed Call,” and “Dark Water” with great box office success. These in turn brought new fans to the original Japanese films. It also helped shift the tone of U.S. horror films away from slasher films, which had dominated the horror film industry for the last three decades. With these achievements, “The Ring” has proved its global cultural importance. Why You Should Watch It: “The Ring’s” genius is in its gradual atmospheric build of psychological dread, without a dependence on jump scares or gore. The central mystery as to why things are occurring, the video tape itself, which plays imagery that is unsettling but ambiguous in meaning, and a sense of inevitability towards a tragic end all lead to a tense and slow-building unease for the viewer. One does not need to be a horror enthusiast to appreciate “The Ring’s” careful storytelling, where fear stems from what is left unsaid and unexplained. Conclusion: This summer, as the sun beats down making the outdoors unbearable, why not consider the Japanese way of cooling off? Watch a J-horror film. There are so many options to explore, and they will certainly leave you feeling chilled, even after the credits have ended. References : Juneau, J. (2025, June 20). Why Steven Spielberg had a “full-blown panic attack” while making “jaws” 50 years ago: “I just lost it.” People.com . https://people.com/steven-spielberg-panic-attack-after-making-jaws-50-years-ago-11757476 Davisson, Z. (2011, July 15). What is Hyakumonogatari? . 百物語怪談会 Hyakumonogatari Kaidankai. https://hyakumonogatari.com/what-is-hyakumonogatari/ Mirjahangir, C. (2023, January 29). Ishiro Honda: His final interview . Toho Kingdom. https://www.tohokingdom.com/blog/ishiro-honda-his-final-interview/ Hernandez, J. A. (2022, October 22). Godzilla (1954): Into horror history: J.a. hernandez . Godzilla (1954) | Into Horror History | J.A. Hernandez. https://www.jahernandez.com/posts/godzilla-1954 Vuotto, M. (2020, August 27). Green screen dreams: The legacy of Nobuhiko Ôbayashi’s virtual fantasies . MUBI. https://mubi.com/en/notebook/posts/green-screen-dreams-the-legacy-of-nobuhiko-obayashi-s-virtual-fantasies Vann-Wall, S. (2024, October 17). House (1977): 5 reasons you need to see this bonkers horror film: ScreenHub Australia - Film & Television Jobs, news, Reviews & Screen Industry Data . ScreenHub Australia. https://www.screenhub.com.au/news/features/house-1977-5-reasons-you-need-to-see-this-bonkers-horror-film-2648711 McMahan, L. (2023, October 12). The bizarre story, enduring influence of “Hausu.” The Hoya. https://thehoya.com/guide/the-bizarre-story-enduring-influence-of-hausu/ Lee, J. (2021, November 23). The Ring and Japanese Horror . Japan Nakama. https://www.japannakama.co.uk/tv-film/insights/the-ring-and-japanese-horror/ Mubi. Ring (1998) Awards & Festivals. https://mubi.com/en/films/ringu/awards Baradaran, B. (2015, December 30). Ringu . The Asian Cinema Critic. https://theasiancinemacritic.com/2015/10/11/ringu/ Loayza, B. (2022, October 18). ‘The ring’ at 20: Millennial horror that’s still infecting movies today - The New York Times . New York Times. https://www.nytimes.com/2022/10/18/movies/the-ring-gore-verbinski.html Image Sources Toho Company Ltd. (Creator) . 1954. Japanese movie poster for 1954 Japanese (Photograph). Tokyo, Japan. Uploaded to Wikipedia March 4 2008. Accessed July 29 2025 from https://en.wikipedia.org/wiki/Godzilla_(1954_film) Toho Eizō Ltd. (Creator). 1977. Movie poster illustrates the aunt's cat Blanche sitting on a pedestal before the aunt's house which is surrounded by trees and flames. Text at the bottom includes the film's title production credits, and small portrait shots of the cast members. (Photograph) Tokyo, Japan. Uploaded to Wikipedia September 27 2020. Accessed July 29 2025 from https://en.wikipedia.org/wiki/House_(1977_film) Toho Company Ltd. (Creator) . 1998. Ringu (1998) Japanese theatrical poster (Photograph). Tokyo, Japan. Uploaded to Wikipedia November 18 2024. Accessed July 29 2025 from https://en.wikipedia.org/wiki/Ring_(film)

On July 9th, President Biden announced his "Executive Order on Promoting Competition in the American Economy" to bolster competition in industries where certain companies dominate the market. The executive order covers a wide range of industrial fields, including technology, health care, agriculture, manufacturing, and transportation, and gives the government agencies in charge of each field some specific instructions for promoting competition. < Back Tourism & More President Biden's "Executive Order on Promoting Competition in the American Economy" By Tetsuhiro Nakagawa On July 9th, President Biden announced his "Executive Order on Promoting Competition in the American Economy" to bolster competition in industries where certain companies dominate the market. The executive order covers a wide range of industrial fields, including technology, health care, agriculture, manufacturing, and transportation, and gives the government agencies in charge of each field some specific instructions for promoting competition. Download the Report

Overview of the Japanese Government's Tourism Policy for Foreign Tourists Overview of the Japanese Government's Tourism Policy for Foreign Tourists by Hirokazu Nishikawa 1. History of the Japanese Government’s Tourism Policy The Japanese government's tourism policy began in earnest in 2003. In January of that year, the then prime minister set a goal of doubling the number of foreign visitors to Japan by 2010 from the approximately 5 million at that time, followed by the launch of the “Visit Japan Campaign” by the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) in April of the same year to strategically promote the Japanese brand overseas. The reason behind these moves by the government was that since 1964, when overseas tourism was liberalized, the number of Japanese tourists traveling abroad increased due to the strong yen and rising national income, while at the same time witnessing a significant gap between the number of Japanese tourists traveling abroad and that of foreign tourists visiting Japan. It is conceivable that the current situation is far from reaching the policy goal of the time, which was to "improve the international balance of cashflow and promote economic and cultural exchange with foreign countries.” The number of foreign visitors to Japan has been steadily increasing since 2003. In 2008 the Japan Tourism Agency was newly established as a bureau under MLIT, and in 2016 the government set a goal of achieving 40 million foreign visitors to Japan annually by 2020, further strengthening the system to achieve the aim of becoming a tourism-oriented country. Graph by Hirokazu Nishikawa (JITTI USA) via data from the Japan Tourism Agency In 2019, Japan was ranked 12th (3rd in Asia) in terms of the number of incoming foreign tourists (31.88 million), increasing its popularity as a tourist country and steadily growing its visitor numbers, but due to the coronavirus, was forced to significantly decrease its numbers the following year. 2.Outline of the Japanese Government's Tourism Policy for Foreign Tourists (Introduction of the FY2022 Budget Request) Since the spread of the COVID-19 virus, domestic and international tourism demand has decreased significantly, and the tourism industry has been severely affected. Against this backdrop, I would like to introduce some of the major policies aimed at improving the environment for and the gradual revival of inbound tourism within the budget outlined for the next fiscal year by the Japan Travel Agency, as follows. Emergency Project for Improving the Environment for Foreign Visitors Traveling to Japan In order to create an environment in which foreign visitors traveling to Japan can fully enjoy their trip in a stress-free and comfortable manner at tourist spots, accommodation facilities, and public transportation, and to create a safe and secure travel environment in case of emergencies such as disasters, the following measures will be supported: enhancement of multilingual tourist information provisions, development of free Wi-Fi services, dissemination of cashless transactions, promotion of barrier-free environments for disability accessibility, improvement of countermeasures against the COVID-19 virus, and strengthening of multilingual responses in case of emergencies. (Some examples of measures) Utilizing a contactless check-in system using Digital Transformation Signage in multiple languages Free Wi-Fi in transportation facilities and vehicles Image Source: Japan Tourism Agency Sustainable Tourism Promotion Project As the interest in sustainable tourism* is increasing worldwide, Japan will promote it, as well as addressing overtourism and carbon neutrality, by establishing a management system that can be used as a model across other regions in order to become the tourist destination of choice for travelers around the world. (*) The World Tourism Organization’s (UNWTO) definition of sustainable tourism: tourism that fully considers current and future economic, social, and environmental impacts while responding to the needs of visitors, industries, the environment, and the communities that host them. As an example of efforts, by implementing the Japan Sustainable Tourism Standard for Destinations (JSTS-D), a best-practice for sustainable tourism destination management has been developed and is being implemented nationwide. (Examples of overtourism in each region) Crowded and congested tourist spots (The two pictures on the left) Residents picking up trash left by tourists / Traffic obstruction in tourist areas (The two pictures on the right) Image Source: Japan Tourism Agency (The Role of these Guidelines) Use as a Self-Assessment Tool: a guideline for tourism policy making and tourism planning Use as a Communication Tool: an opportunity for the community to work together to create a sustainable region and tourist destination Use as a Promotional Tool: branding as a tourist destination and improving international competitiveness Implementation of Strategic Promotion for Foreign Tourists Focusing on a post-COVID-19 virus future, the Japan National Tourism Organization (JNTO) will work on strategic promotion for inbound tourism to Japan in order for it to easily recovery, increase travel spending, and attract more visitors to regional areas. By doing these, Japan aims to achieve its goals of 60 million foreign visitors and 15 trillion yen in foreign travel spending by 2030. In particular, the following five measures will be taken. 1. Implementing promotions to stimulate the desire to revisit Japan among repeat visitors A large-scale campaign to stimulate the desire to revisit Japan will be conducted for repeat travelers in the Asian market, who are expected to resume visiting Japan at an early stage. In addition, JNTO will promote an increase in consumption by strengthening the dissemination of experiential tourism in local areas. 2. Strengthening promotions based on changes in demand due to Covid Promotions of experiences that are expected to have increased demand in the post- COVID-19 virus era, such as sports and adventure tourism, will be fortified to take into consideration local lifestyles and nature. 3. Thoroughly utilizing market-specific strategies based by country In order to strategically attract visitors from key markets to Japan, JNTO will accurately grasp the trends in each and conduct detailed promotions based on market-specific strategies. Specifically, in the Asian sector, since Japan is already well known as a travel destination, detailed promotions tailored to individual travel demands will be implemented. For the European, U.S. and Australian markets, the promotion will focus on appealing to interests such as attractive activities. 4. Bolstering dissemination of regional tourism offerings Consultations will be made to improve the quality of local attractions to meet post- COVID-19 demands and to advertise these regional offerings according to the needs of each market in order to interest tourists. 5. Strengthening digital marketing The foundations of digital marketing will be strengthened through collecting and analyzing the information obtained by foreign tourists from websites, etc. to effectively develop promotions. 3. Summary The initiatives introduced in the previous section are only a small part of the budgeted projects scheduled for the next fiscal year. The overall basic policy for next year's budget is to do its utmost to maintain employment and continue business operations, and to provide support for thorough measures that prevent the spread of infection. At the same time, the government will revitalize tourist attractions by renewing accommodation facilities and removing abandoned buildings, refine local tourism resources through cooperation with various stakeholders, and stimulate travel demand by supporting local tourism businesses. In the next fiscal year, it is necessary to realize a full-scale recovery of tourism that supports the local economy with an eye on the time post-COVID-19 virus, while taking all possible measures to ensure the survival of tourism areas and industries that are in danger. In addition, promotion of these efforts will continue, as well as those to increase the number of mid- to long-term visitors and repeat visitors, and content that will become the signature products of profitable regions will be created. In addition, necessary measures to cope with the COVID-19 virus will be considered in the budgeting process, taking into account the future infection situation and trends in tourism demand. The Go To campaign promoting domestic tourism, which was introduced in this journal last year, is not being considered in the initial budget for the next fiscal year, at least at this point. To read last year's article, please click here: JITTI Journal- November 2020 Feature Article. References Efforts and Challenges toward the Realization of a Tourism-oriented Nation Microsoft Word - 20130701048.docx ( sangiin.go.jp ) A Study on the Changes in Japan's Inbound Tourism Policy 268407547.pdf ( core.ac.uk ) Japan Tourism Agency 訪日外国人旅行者数・出国日本人数 | 統計情報 | 統計情報・白書 | 観光庁 ( mlit.go.jp ) スライド 1 ( nihon-kankou.or.jp ) ①.表紙・総括表_２ver2 ( mlit.go.jp ) Image Sources Japan Tourism Agency Back to All JITTI Journals November 2021 Feature Article

Management Strategies to Strengthen the "De-rail" Business < Back

JITTI Journal Cultural Article September 2022 Back to All JITTI Journals September 2022 Cultural Article Unique Vending Machines in Japan by Akito Okabe “In Japan, everything comes in a vending machine!” We often hear this opinion from tourists who have come to Japan, and it is true that no other country has vending machines that are as well developed. Living in Japan, it is commonplace to see vending machines not only indoors, such as at train stations or convenience stores, but also along the street. Vending Machines Located Outdoors (by Lordcolus) In terms of the simple number of vending machines, Japan lags behind Europe and the United States, but in terms of the number relative to the population, it is by far the largest, indicating that Japan is a "vending machine superpower.” I would like to introduce a few of them in this article because Japanese vending machines are a rarity for people from overseas, and it is uniquely part of Japanese culture. There are several reasons why vending machines became widely used in Japan. The first instance of expanded usage was in 1964, around the time of the Tokyo Olympics, when Japanese National Railways (JNR) introduced ticket vending machines and a large number of coins were put into circulation. Later, around 1974, "hot and cold machines," which were exclusive to Japan, became widespread, and these machines were popular with consumers. Hot and Cold Machine (Image by: acure) The fact that Japan is a safe country and there was little risk of robbery or vandalism when vending machines were introduced also contributed to their spread. The vending machines also offered significant advantages for sellers, such as higher profit margins, the perk of beverage manufacturers being able to display their products alone, and the ability to conduct market research. However, it is said that the number of vending machines installed in Japan is already saturated. In fact, after peaking at about 5.6 million in 2000, the number has been gradually declining year by year. In order to expand the market for vending machines and increase their value, Japan has been evolving its own vending machine business. Here are some examples unique to Japan. Ramen: (Image Credit: macaroni and DIAMOND SIGNAL) These vending machines sell ramen from famous restaurants in frozen form, allowing you to enjoy delicious ramen in the comfort of your own home Fresh Foods: Image Credit: Hyogo Official Tourism Navigation They don't just sell frozen foods, they also sell fresh foods! The strawberries in the photo are very fresh because they were picked that morning. They are very popular and sell out quickly. Such cases of vending machines selling local specialties are also common in Japan. This article only introduces food, but there are many other vending machines in addition to these. Some sell gold and jewelry, and others allow donations to be made through them. Vending machines can be found in places close to wherever you would be, such as subway stations, so please try using one when you visit Japan! Image Resources: Kyoto_20101020_E100G-Roll-27_28 by Lordcolus is licensed under CC BY 2.0 acure macaroni DIAMOND SIGNAL Hyogo Official Tourism Navigation

Value Capture Session Overview Value Capture Session Overview by Mamiko Kim A few weeks ago, on June 26 th , JITI held a joint session with the American Public Transportation Association (APTA) titled “Revenue Opportunities from Value Capture” as part of APTA’s 2019 Rail Conference. In the early 2010s, JITI held programs in Chicago and California. However, this was the first JITI event held in Canada since its inception. Due to the distance from our home base in Washington, DC, and the fact that our regular audience members may not have gotten a chance to attend this session, I hope to relate more details about this event’s subject and the discussion that took place to our readership. We had speakers from Japan and North America, which diversified the experiences shared For those unfamiliar with the term “value capture,” particularly in regards to rail, it refers to instances where rail companies are able to create capital through infrastructure and land investments above and around stations and rail lines. These investments create revenue opportunities as people are enticed to shop and spend money in these locations, and in turn increase ridership to and from stations. We had presentations by Yuji Murakami of the East Japan Railway Company (JR East) and Kantaro Yamaguchi of the Tokyu Corporation (Tokyu) who both shared illustrations of success stories in Japan where consistent cash flow came into their organizations by utilizing value capture. It is important to note that most rail systems in Japan are operated by private companies, and do not receive financial assistance from governments. In fact, these private companies own real estate and businesses that are separate from the rail sector (such as shopping centers as opposed to station properties), and the rail system is sustained by both ridership and money pulled from these businesses and real estate owned by the company. There are particular challenges in the US and Canada to utilize value capture due to the fact that most rail systems are operated by the public sector, and thus construction and operation are usually funded by state, local, and federal governments. This in turn means that there is more restriction on the type of development that rail systems are able to make, with much of the revenue from real estate around stations being pulled into private businesses rather than returning to the rail system. Heather McKillop of the Denver Regional Transportation District (RTD) and Kevin Desmond of the South Coast British Columbia Transportation Authority (Translink) presented their own successful models of how they are able to combat these challenges. This included Denver’s achievement of partnership and collaboration with multiple players in order to accumulate some 14 different funding sources to revitalize the Denver Union Station, which they did with such success that they were able to pay off all loans 21 years early. Mr. Desmond described how they have levied property taxes on real estate around stations, doubled property values through pre-development work before disposition, through commercial partnerships, and how they will begin imposing development cost charges in 2020 as another way to fund stations. Panelists consisted of leaders in organizations with success in value capture There were two main discussion points that the moderator, Sasha Page of IMG Rebel, introduced to the panel discussion. The first question was how rail companies are able to manage real estate risk. Mr. Murakami explained that JR East’s goal is to add value to the areas around the station as well as to run trains smoothly in those areas. This could mean that they find areas of interest to work with. For example, there is a famous temple in Nagano. By creating a rail line to this temple, it gives people an attractive option to get there. This intrinsically benefits the rail line and the area around it. Mr. Yamaguchi, acknowledging that their goals are similar to that of JR East, added that with changes in the real estate market due to gentrification and an aging population, Tokyu is working with municipal governments to try to minimalize risk. In Denver’s case, Ms. McKillop elaborated that to mitigate risk, Denver took out a large credit risk premium. Now that there has been a precedent set, she believes that it will be easier to work with the US Department of Transportation in the future. Finally, Mr. Desmond explained that at Translink they have a revolving land account, where they buy and sell land for strategic acquisition. As introduced earlier, they have begun doing pre-development of the land to increase land value before the sale. In the future they are looking into doing more joint developments as well, which carries less risk than creating developments alone. In addition, Mr. Page asked each of the panelists on how their organizations deal with the affordable housing issue. Gentrification, which we are also familiar with in the DC Metro area, is especially a problem around rail stations as it pushes out the very residents who need public transportation the most. Mr. Desmond relayed that this was particularly an issue in 2017 in the Vancouver area, as not only were middle- and lower-income buyers priced out of real estate, but there was a lack of rental properties being built around rail. Since then, municipalities have been working to resolve this problem. He emphasized that policies need to begin at the municipal level. Translink, as they begin joint development ventures, are looking to make sure that areas they control have affordable housing. Ms. McKilllop echoed Mr. Desmond’s points, as she noted that land-use decisions are made by municipalities. She spoke of the power of rail companies to negotiate with municipalities, such as a recent example of an affordable housing unit next to a station which was unable to build due to parking requirements from the city. RTD was able to negotiate for limiting the number of parking the housing unit needed as both RTD and the city of Denver hoped to encourage people to use public transit. The situation in Japan is rather different. Mr. Yamaguchi revealed that like the United States and Canada, land use is determined by municipalities. However, Mr. Murakami explained that in Japan there are strong social programs that protect individuals in middle- and lower-income brackets. In fact, because municipalities have successfully made these efforts, JR East has never been asked to include affordable housing in their developments. Mr. Yamaguchi said that Tokyu does do work to help renovate older properties along their rail lines, which attracts younger people, single mothers, and the elderly. They also expand their bus services so that those who live farther away have access to the stations. The speakers of our session stood together for a group shot The discussion continued with questions from the audience, which I will not cover here. However, I do encourage you to view the full videos or to listen to the audio we have on our website. I hope this report gives the readers a taste of the session, which covers much more information than written here. The major takeaway was that each of the rail systems represented strives to be the world’s best, but there are unique challenges that impact them differently. However, all of the speakers spoke of their common goals to commit to best practices, to build and maintain efficient, convenient, and reliable rail systems, and to sustain these activities through sound business methods, such as value capture discussed in this event. This joint session may not have covered or resolved every issue that rail companies face as they seek to utilize value capture, but we believe that it is one step towards opening up a discussion so that all may benefit internationally. We will continue to follow this topic closely in the future, and hope that you can join us in our next event. Back to All JITTI Journals July 2019 Feature Article

JITTI Journal September 2019 Back to All JITTI Journals September 2019 Feature Article Development of High-speed Rail in the United States by Shuntaro Okimoto Since coming to Washington, D.C. last summer, I have been investigating various subjects in the transportation sector. In Japan, in recent years a hot topic is the development of high-speed rail in the United States. Currently, the only high-speed rail in the United States that is universally acknowledged is the Acela Express. Those who advocate for high speed railway development in the United States voice that by having this advancement, people will gain more transportation choices and will be able to live more conveniently. In Japan, high-speed railways are set up around the country, and the network continues to expand to this day. If you have been to Japan and have been on the Japanese bullet train, Shinkansen, you know that you can travel far, fast and comfortably. From Tokyo, it takes about 1 hour and 30 minutes to Sendai (4 hours and a half by car), about 1 hour and 40 minutes to Nagoya (4 hours and a half by car), about 2 hours and 20 minutes to Osaka (6 hours by car), and about 4 hours for Hiroshima (10 hours by car) or Hakodate in Hokkaido (about 18 hours by car). Because it is a very convenient transportation system, Japanese people (especially those who live in Tokyo, the center of the network) use the Shinkansen for business and family trips. Furthermore, because of their experience and knowledge of its usefulness, many Japanese want to recommend high speed rail to foreign countries, and especially to the US, which they feel a familiarity with. They are also ready to offer their technical skills. Therefore, there are both people in the United States who wish for the development of high speed rail, and those in Japan who are prepared to offer their expertise to make this happen. This then begs the question, “Why is there no progress for the developments of high-speed rail in the US?” Various hypotheses have been proposed as to why. Some of these include: Japanese people like railroads, but that most Americans don't as much, preferring cars and airplanes; it costs too much money for construction in the US; and that the US and Japan are too different in terms of country size, population density, and population concentration in cities to make high speed rail construction possible. In order to find the answer to this conundrum, I compared various data of both countries, such as preferences in modes of transportation, population, history, geography, and the government’s financial situation. An Acela Express high-speed train ( Amtrak Acela Express power car no. 2000, Boston South Station, MA by Michael Day is licensed under CC BY-NC 2.0 ) My answer to the question at the moment is that the lack of development is due to the fact that construction of high-speed rail is occurring after those of other traffic modes. In the United States, other modes of transportation developed significantly beforehand, as represented by the introduction of jet aircraft starting in the 1950s and the completion of about 65,000 km of highway in 1991 with a construction period of 35 years. For that reason, railways have been excluded from discussions for how to build comprehensive traffic modes or how to make them more convenient. The development of high-speed rail in the United States has only been considered as a means to recover the declined intercity passenger rail system. The situation is very different from Japan's high-speed railway, which has been developed to compete with highway construction. Of the specific issues deterring the development of high-speed rail in US, the biggest obstacle is finance. In particular, two major risks that occur with railway construction projects are increases in construction costs and the procurement of fare revenue. These problems are universal, and in addition the public often shares in some of the risk as well. Thus, a history of creating and maintaining rail after other modes of transportation is completed is an obstacle itself. How does one attain support for a high-speed railway when construction of said railway is continually postponed? I think that is very difficult. We cannot change the past. However, does this mean that high-speed rail development in the United States will remain a dream? I do not think so. I’ve observed that people in this country, whether consciously or subconsciously, like for travel to be convenient and comfortable. There are many services here that are not available or are not as prevalent in Japan that prove my point. For example, since coming to the United States, I've been addicted to ride-sharing services. I’ve also wanted to try riding the electric scooters in Washington, D.C. which are popular too. The Washington, D.C. subway SmarTrip Card is simple and easy to use. The buses here may be cleaner and more comfortable than Japan. The airport has many signs and is spacious. The highway has many lanes and it is easier to drive on them. I think high-speed rail will be definitely appreciated by people in this country who prefer comfortable travel. As people in the United States become more aware of high-speed railways, the solution to the difficult problem of gaining support mentioned above will be attained. I presented my research in Tokyo this summer, and introduced high-speed rail projects in the United States to a Japanese audience. It seemed interesting to them that the projects were being promoted in California, Florida, Texas, etc., despite difficulties. From the audience, I received the following comments. “It is the same as in Japan that high-speed rail projects include working with other modes of transportation and developing surrounding areas.” “ The disclosure of information, such as cost estimates related to the project, is more advanced than in Japan.” “I realized that Japan can also learn more by knowing about high-speed rail projects developing in the United States.” I want to continue to challenge myself to connect the consciousnesses of the people in both our countries through research activities. Pictured here is the Shinkansen in Japan, which has transported over 5 billion passengers ( Tokyo 4338 by tokyoform is licensed under CC BY-NC-ND 2.0 )

POSTPONED This event has been postponed until further notice. We sincerely apologize for any inconvenience that this may cause, and thank you for your understanding. We will inform you when this event has been rescheduled. 2020 INTERNATIONAL RAIL SAFETY SYMPOSIUM Promoting Safe Transportation: A Focus on Enhanced Rail Safety Co-hosted by the Japan International Transport and Tourism Institute, USA and the American Public Transportation Association Ronald Reagan Building and International Trade Center 1300 Pennsylvania Ave NW, Washington, DC 20004 Washington DC's cherry blossom trees will bloom at the Tidal Basin again this year during the National Cherry Blossom Festival. The history of these trees, which began as an exchange of mutual appreciation, as cherry blossom trees were offered from Japan and a return of dogwood trees were sent from the United States, has marked a near 100-year friendship between these two countries. During this time of celebration and reflection, it is pertinent to ask what Japan and the US can give each other today to sustain this friendship. After taking the initiative through repeated talks to discuss this very question, JITTI USA and APTA are pleased to host a symposium on universal railway safety, an area where both the US and Japan strive for perfection, and where discussion on the unique safety measures of our two countries would lead to the collective betterment of mass transit systems and the day-to-day lives of Japanese and Americans as a whole. In the United States where passenger rail service is one of the safest modes, eighteen times safer than travel by car, the industry strives for continuous improvement and continues to implement upgraded safety measures, such as PTC. At-grade crossing incidents and human-error accidents remain a continuing concern. For railway operators, challenges include strengthening safety measures, utilizing new technologies such as AI and IoT, and fostering a safety culture. These endeavors have global interest. In Japan, past experiences with accidents have been a catalyst for the development of their own railway safety measures, including implementing mechanical fixes such as ATS (Automatic Train Stop) and ATC (Automatic Train Control), as well as promoting a safety culture among railway operators through streamlined safety management systems. These various railroad safety measures, which promote hardware, software, human, and regulatory solutions, have ensured that Japan is a global leader in transport safety. By inviting high-level representatives from Japanese and American railway authorities and operators, JITTI USA and APTA hope to foster a discussion on the current state of existing safety measures and the future direction for strengthening railway safety and safety philosophies. Through this discussion, JITTI USA and APTA trust that as representatives from Japan and the United States work and learn from one another in this specific field, they will foster understanding and sustain the friendship so long ago established.